Wheel balancer with a mounting mode of operation

ABSTRACT

A wheel balancer and method of mounting a wheel/tire assembly on a wheel balancer are provided. The wheel balancer includes a shaft adapted for receiving a wheel/tire assembly, the shaft having a longitudinal axis and being rotatable about the axis so as to rotate a wheel/tire assembly removably mounted thereon, a rotation sensor for measuring rotation of the shaft about its axis, a vibration sensor operatively connected to the shaft for measuring vibrations from imbalance in the wheel/tire assembly and a motor operatively connected to the shaft for rotating the shaft about its longitudinal axis, thereby rotating the wheel/tire assembly. A control circuit and manual input are also included. The control circuit controls the application of power to the motor. The manual input is for requesting the wheel/tire assembly mounting mode, the control circuit being responsive to a request for mounting mode to control the application of power to the motor such as to facilitate mounting of the wheel/tire assembly on the shaft. The method of mounting a wheel/tire assembly on a wheel balancer includes rotating the motor under control of the control circuit at a relatively slow, tire mounting speed, manually placing a wing nut on the threaded portion of the shaft and holding the wing nut in place on the shaft as the shaft rotates, so as to move the wing nut along the threaded shaft.

CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This is a continuation of U.S. application Ser. No. 09/797,443,filed Mar. 1, 2001 which is a divisional of U.S. application Ser. No.09/311,472, filed May 13, 1999, which is a continuation-in-part of U.S.application Ser. No. 08/706,742, filed Sep. 9, 1996, which is acontinuation-in-part of U.S. application Ser. No. 08/594,756, filed Jan.31, 1996, now abandoned.

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT

[0002] Not Applicable.

REFERENCE TO MICROFICHE APPENDIX

[0003] Not Applicable.

BACKGROUND OF THE INVENTION

[0004] This invention relates to wheel balancers and in particular towheel balancers for controlling the application of power to the motorand responsive to requests for a mounting mode to facilitate mounting ofthe wheel/tire assembly on the shaft.

[0005] The determination of unbalance in vehicle wheels is carried outby an analysis with reference to phase and amplitude of the mechanicalvibrations caused by rotating unbalanced masses in the wheel. Themechanical vibrations are measured as motions, forces, or pressures bymeans of transducers, which convert the mechanical vibrations toelectrical signals. Each signal is the combination of fundamentaloscillations caused by imbalance and noise.

[0006] It is believed that the drive systems for currently availablebalancers could be improved to aid in operation. For example, prior artbalancers typically require the operator to manually rotate thewheel/tire assembly to the desired position for weight placement and/orrunout correction. These balancers then use a manual brake or the motoritself to temporarily hold the shaft in the desired position. However,such a system could be improved. Manual rotation to the desired positionis less than satisfactory since it requires the operator to interpretthe balancer display correctly. Moreover, manual rotation itself is notdesirable, since it ties up the operator's time and attention. Inconventional systems, however, the balancer motor cannot be used torotate the wheel/tire assembly to the correct position since availablemotor controllers used in balancers are incapable of performing thisfunction.

[0007] Using the motor itself to provide a braking action is notcompletely satisfactory either. Such braking is normally accomplished byapplying rectified alternating current to an AC motor. This method isinherently subject to error. The actual stopping position may beincorrect if the tire is larger than average or turning too fast for the“brake” to respond. Moreover, although currently available motor brakingsystems stop the wheel in approximately the correct position, they donot actually hold the tire in position since the motor would heat up ifthe “brake” was left on. With conventional equipment, a wheel/tireassembly with sufficient static imbalance to overcome its own inertia,therefore, can roll away from the braked dynamic weight position as soonas the braking energy is released. In addition, electrical brakingsystems are usually of little use when power is removed from thecircuit, as could occur should a power failure take place.

[0008] Currently available balancers could also be improved in anotherway. Presently, the balancer shaft position is sensed and the resultingsignal is supplied to the control circuit. The control circuit typicallyanalyzes the signal using software to determine if certain conditions(excessive rpm, excessive acceleration, etc.) exist. These systems arenot foolproof, and could be improved.

[0009] Even when a wheel/tire assembly is balanced, non-uniformity inthe construction of the tire as well as runout in the rim can causesignificant vibration forces as the wheel rolls under vehicle load. Mosttire manufacturers inspect their tires on tire uniformity machines andgrind rubber off the tires as required to improve rollingcharacteristics of the tires. Even after this procedure, tires willoften produce vibration forces (not related to imbalance) of 20 poundsas they roll on a smooth road. To put this in perspective of balancing,a 0.8 ounce balance weight is required to produce a 20 pound vibrationforce on a typical wheel traveling at 70 mph.

[0010] Prior art balancers are also not well equipped to take intoaccount and correct for variations in uniformity of the wheel rim andthe tire. It would be desirable, for example, to place a measured amountof imbalance in a wheel to counter tire non-uniformity forces or todetect and mark the position on a tire which should be matched to acorresponding position on the rim to reduce vibration due tonon-uniformity of either or both. To the extent that presently availablebalancers do measure rim and tire runout, it is believed that theinformation they acquire is not particularly useful to the operator. Inparticular, presently available balancers which do measure runoutgenerally display that runout to the user in the form of sine wavesreferenced to some arbitrary point. For a conventional system, whichtypically measures radial runout of both rims, this results in two(basically incomprehensible) sine waves. Such a system could beimproved.

SUMMARY OF THE INVENTION

[0011] Among the various objects and features of the present inventionis a wheel balancer with improved performance.

[0012] Another object is the provision of such a wheel balancer with animproved drive circuit.

[0013] Other objects and features will be in part apparent and in partpointed out hereinafter.

[0014] Briefly, in a first aspect of the present invention, a wheelbalancer includes a shaft adapted for receiving a wheel/tire assembly,the shaft having a longitudinal axis and being rotatable about the axisso as to rotate a wheel/tire assembly removably mounted thereon, arotation sensor for measuring rotation of the shaft about itslongitudinal axis, a vibration sensor operatively connected to the shaftfor measuring vibrations resulting from imbalance in the wheel/tireassembly, a motor operatively connected to the shaft for rotating theshaft about its longitudinal axis, thereby rotating the wheel/tireassembly and a control circuit for controlling the application of powerto the motor. A manual input is also provided for requesting awheel/tire assembly mounted mode, the control circuit being responsiveto a request for mounting mode to control the application of power tothe motor such as to facilitate mounting of the wheel/tire assembly onthe shaft.

[0015] In a second aspect of the present invention, a method of mountinga wheel/tire assembly on a wheel balancer is described. The wheelbalancer includes a shaft adapted for receiving a wheel/tire assembly,the shaft having a longitudinal axis and being rotatable about the axisso as to rotate a wheel/tire assembly removably mounted thereon, andbeing at least partially threaded, a motor operatively connected to theshaft for rotating the shaft about its longitudinal axis, thereby torotate the wheel/tire assembly, a control circuit for controlling theapplication of power to the motor, the method including the steps ofrotating the motor under the control circuit at a relatively slow, tiremounting speed, manually placing a wing nut on the threaded portion ofthe shaft, and holding the wing nut in place on the shaft as the shaftrotates so as to move the wing nut along the threaded shaft.

BRIEF DESCRIPTION OF THE DRAWINGS

[0016]FIG. 1 is a diagrammatic view illustrating a generic wheelbalancer suitable for use with the present invention;

[0017]FIG. 2 is a simplified top plan view illustrating the preferredembodiment of the wheel balancer of the present invention;

[0018]FIG. 3 is a block diagram illustrating electrical circuitry of thewheel balancer of FIG. 1 or FIG. 2;

[0019]FIG. 4 is a simplified schematic of the electronic controlcircuitry of the balancer of the present invention;

[0020]FIG. 5 is a block diagram of motor control circuitry of thebalancer of the present invention;

[0021]FIG. 6 is a simplified block plan view illustrating the use of thebalancer of the present invention with a load roller and variousmeasuring devices;

[0022]FIG. 7 is a schematic circuit diagram of the drive circuitry usedin the present invention;

[0023]FIG. 7A is a schematic circuit diagram of control signal circuitryused in the present invention;

[0024]FIG. 8 is a schematic circuit diagram of electrical brakingcircuitry used in the present invention;

[0025]FIG. 9 is a schematic circuit diagram of a hardware safetyinterlock circuit used in the present invention;

[0026]FIGS. 10 and 10A illustrate various displays used in the presentinvention; and

[0027]FIG. 11 illustrates an additional speed setting display used inthe present invention.

[0028] Similar reference characters indicate similar parts throughoutthe several views of the drawings.

DESCRIPTION OF THE PREFERRED EMBODIMENT

[0029] Turning to the drawings, FIG. 1 illustrates (in simplified form)the mechanical aspects of a wheel balancer 11 suitable for the presentinvention. Balancer 11 includes a rotatable shaft or spindle 13 drivenby a suitable drive mechanism such as a direct current 0.5 horsepowerelectric motor M and drive belt 53 (FIG. 2). Mounted on spindle 13 is aconventional quadrature phase optical shaft encoder 15 which providesspeed and rotational position information to the circuitry of FIG. 3.

[0030] During the operation of wheel balancing, at the end of spindle13, a wheel/tire assembly 17 under test is removably mounted forrotation with spindle hub 13A (FIG. 2). To determine wheel/tire assemblyimbalance, the balancer includes at least a pair of piezoelectric typeimbalance force sensors 19 and 21 (or other suitable sensors such asstrain gauges) coupled to spindle 13 and mounted on the balancer base12. For ease of reference herein, sensor 19 is referred to as the “L”(Left) sensor and sensor 21 is referred to as the “R” (Right) sensor.

[0031] Turning to FIG. 2, it can be seen that the actual construction ofthe mechanical aspects of balancer 11 can take a variety of forms. Forexample, spindle 13 can include a hub 13A against which wheel/tireassembly 17 abuts during the balancing procedure. Moreover, sensor “L,”sensor “R,” and sensor 22 need not directly abut spindle 13. Forexample, various arms or rods as shown in FIG. 2 can be used tomechanically couple the sensors to the spindle so that they are exposedto the vibrations and/or forces of the spindle.

[0032] When wheel/tire assembly 17 is unbalanced, it vibrates in aperiodic manner as it is rotated, and these vibrations are transmittedto spindle 13. The “L” and “R” sensors are responsive to thesevibrations of the spindle. Specifically, they generate a pair of analogelectrical signals corresponding in phase and magnitude to thevibrations of the spindle at the particular transducer locations. Theseanalog signals are input to the circuitry of FIG. 3, described below,which determines the required magnitudes and positions of correctionweights to correct the imbalance.

[0033] Turning to FIG. 3, wheel balancer 11 includes not only the “L”and “R” sensors, and spindle encoder 15, but also a graphic signalprocessing (GSP) chip 23. Preferably GSP chip 23 is a Texas Instrumentsmodel TMS34010 chip. GSP chip 23 performs signal processing on theoutput signals from the “L” and “R” sensors to determine wheelimbalance. In addition it is connected to and controls a display 25which provides information to the user, controls motor M through motorcontrol circuitry 27 described in more detail below, and keeps track ofthe spindle position from encoder 15. More specifically, encoder 15 is a128 count, two channel quadrature encoder, which is fully decoded to 512counts per wheel revolution by GSP chip 23. Although GSP chip 23 ispreferred, it should be understood that other controller circuitry couldbe used as well.

[0034] Balancer 11 also includes manual inputs 29 (such as a keyboardand parameter input data dials) which are also connected to GSP chip 23.Chip 23 has sufficient capacity to control via software all theoperations of the balancer in addition to controlling the display. TheGSP chip is connected to EEPROM memory 31, EPROM program memory 32, anddynamic RAM (DRAM) memory 33. The EEPROM memory is used to storenon-volatile information, such as calibration data, while the GSP chipuses DRAM 33 (as discussed below) for storing temporary data.

[0035] GSP chip 23 is also connected to an ADC 35, which is preferablyan Analog Devices AD7871 type device or any other appropriate chip. ADC35 is a fourteen (14) bit A/D converter with an on-board voltagereference.

[0036] The signals from the “L” and “R” sensors 19 and 21 are suppliedthrough anti-aliasing circuitry 37, 39 to ADC 35. More specifically, thesignals are each fed through unity gain buffers (not shown but wellknown in the art) to anti-aliasing filters making up part of circuitry37, 39. Sallen/Key type low pass Butterworth filters function well forthis purpose.

[0037] The operation of the various components described above is fullydescribed in U.S. Pat. Nos. 5,365,786 and 5,396,436, the disclosures ofwhich are incorporated herein by reference. It should be understood thatthe above description is included for completeness only, and thatvarious other circuits could be used instead. The GSP chip could bereplaced by a general purpose microcontroller, for example, with no lossof efficiency in carrying out the present invention. The motor driveaspects of the present invention may be better understood by referenceto the simplified diagram of FIG. 4 in which the GSP chip is replacedwith a generic CPU 51 and motor M drives the wheel/tire assembly througha 5.37:1 belt drive 53. Also indicated in FIG. 4 is a 30 Hz watchdogpulse supplied on a set of control lines 55 to motor control drive 27.In addition, control line set 55 includes a digital signal of softwaresettable duty cycle which is interpreted by the motor drive as a linearfunction of desired “torque.” In other implementations of thisinvention, it is also possible to achieve this function using a varyinganalog level, a frequency modulated digital signal, and other suchapproaches, depending on the drive input requirements. The third controlline to the motor drive is a drive enable line.

[0038] The motor control drive 27 is illustrated in FIG. 5. Drivecircuit 27 has four drive transistors Q1, Q2, Q3 and Q4 connected asshown to provide direct current to the windings of direct current motorM selectively with each polarity. Specifically, transistor Q1 isconnected to supply current from a dc rectified source to one side ofthe windings of the motor. When current is supplied through transistorQ1 to the windings, the circuit is completed through the windings andtransistor Q4 (and a current sensing resistor RS) to ground. This causesthe windings of motor M to be energized so as to cause rotation of thebalancer shaft in a first rotational direction. Similarly, whentransistors Q1 and Q4 are rendered non-conductive and transistors Q2 andQ3 conduct, the windings are energized in the opposite polarity. It ispreferred that the direction of rotation of motor M be controlled bypulse width modulating (PWM) current to the transistors. A duty cycle of50% causes the current to flow through motor M in both directions inequal amounts. By the use of a suitably high pulse rate, the motor hasinsufficient time to respond to the rapidly reversing currents, with theresult that the motor velocity is zero. As explained below, the dc motoractively holds the shaft at its present location. This provides, ineffect, a “detent” function for the drive circuit 27.

[0039] A duty cycle of less than 50%, on the other hand, causescounterclockwise rotation of the motor shaft. As the duty cycledecreases from 50%, the counterclockwise torque becomes stronger andstronger. Similarly, a duty cycle of more than 50% causes clockwiserotation of the motor shaft. As the duty cycle increases above 50%, theclockwise torque in turn becomes stronger and stronger. A 0% duty cycleresults in maximum torque counterclockwise, while a 100% duty cycleresults in maximum torque clockwise.

[0040] It is preferred that transistors Q1-Q4 be insulated gate bipolartransistors (IGBTs) such as those sold by International Rectifier underthe trade designation IRGPC40KD2. Other similar transistors, ortransistors having similar characteristics such as MOSFETS, could alsobe used.

[0041] If it is desired to use an AC motor, the drive system wouldpreferably be some type of AC vector drive, although such drives are atpresent significantly more expensive.

[0042] Whatever drive system is used, it preferably has interfacecircuits 34, 36, and 38 for the drive enable, “torque” input, andwatchdog inputs respectively from the CPU. These signals are supplied toa control logic circuit 40 which performs necessary logic functions, aswell as conventional deadband, and current limit functions. Circuits toperform the functions of circuit 40 are well known. The current limitfunction of circuit 40 depends upon the current measured by currentsense resistor RS, the voltage across which is detected by a currentlimit detection and reference circuit 41.

[0043] Circuit 40 has four outputs. The first, a drive fault line DF, isused to signal the CPU chip that a drive fault has occurred. The secondand third, labeled GD1 and GD2, supply PWM control signals to the actualgate drive circuits 43 and 45, circuit 43 being connected to the gatesof transistors Q1 and Q3, and circuit 45 being connected to the gates oftransistors Q2 and Q4. The fourth output of circuit 40, labeled SD,allows circuit 40 to provide a shutdown signal to gate drive circuits 43and 45. In addition, the shutdown signal is supplied to a transistor Q5(FIG. 7A) whose drain is connected to braking resistor RB. When theshutdown signal occurs, the drive transistors Q1-Q4 turn off and thebraking resistor gets shorted between the 390 VDC bus and ground. Thisprovides braking for the motor during a shutdown condition.

[0044] To understand the improvements of the present invention, it ishelpful to examine some terms. FIG. 6 shows a tire 17 with a load roller91 pressing against it, along with the three contact forces which aredefined as radial, lateral and tractive. Tire uniformity is a term whichrefers to a condition in which some property of a tire is not symmetricabout its rotational axis. There are many uniformity parameters whichcan be quantified.

[0045] The root-mean-square value of radial force variation is a gooduniformity parameter to use, as shown in U.S. Pat. No. 4,702,103,because it is representative of the power produced by the tire rotatingon the vehicle as a result of force variations in the verticaldirection.

[0046] A value for the tire stiffness is required to convert rim runoutinto radial force variation due to rim runout: (rim runout)(tirestiffness)=radial force variation due to rim runout. Loaded radialrunout of the wheel tire assembly can also be converted to a forcevariation value by using the tire stiffness or it can be measureddirectly as will be shown later. By subtracting the rim force variationfrom the wheel/rim assembly force variation, the tire force variationcan be obtained. By shifting the angle of the tire force variationrelative to the rim force variation, the root-mean-square value ofwheel/tire assembly force variation can be computed at many remountangles of tire to rim. Selecting the remount angle with the lowestwheel/tire assembly radial force variation is then possible.

[0047] The first harmonic of radial force variation is believed to bethe best uniformity parameter to use to minimize wheel vibration becauseit also helps minimize the first harmonic tractive force variation. U.S.Pat. No. 4,815,004 shows how tractive force variation can be determinedbased on wheel properties and rotational speed squared. Taking equation(17) in U.S. Pat. No. 4,815,004 and applying it to a vehicle moving on aflat road at constant speed, one finds:$F_{\tau} = {\frac{I\quad \omega^{2}}{r}{\sum\limits_{i = i}^{\infty}{\quad U_{i}{\cos \left( {{{\omega}\quad t} + \varphi_{i}} \right)}}}}$

[0048] where F_(t) is the tractive force on the tire, I is the polarmoment of inertia of the wheel/tire assembly and vehicle hub, ω is theangular velocity of the wheel, r is the outer radius of the tire, U_(i)is the ith Fourier coefficient of the change in effective radius perrevolution of the tire, t is elapsed time, and φ is the phase shift ofthe ith harmonic. This equation may be used to calculate the radial andtractive force variations on a wheel with typical properties asillustrated by the following example:

[0049] Wheel/tire assembly is perfectly uniform except for 0.005″ radialmounting offset on the vehicle hub

[0050] Wheel assembly weight=35 lb.

[0051] O.D. of wheel=24 inches

[0052] Polar moment of inertia of the wheel/tire assembly and vehiclehub=0.7 slug ft²

[0053] Vehicle speed=75 mph, which means the wheel rotational speed is110 radians/second

[0054] Tire stiffness is 1200 lb/inch

[0055] Peak to Peak Radial force variation=(0.005″)(1200 lb/in)(2)=12.0lb

[0056] Peak to Peak Tractive force variation=((0.7 slugft²)(110²)(radian/sec)²/1 ft)*(0.005/12ft)(2)=7.1 lb

[0057] Note: 90 degrees of wheel rotation occurs between peak radial andtractive forces. The combination of radial and tractive forces,therefore, is equivalent to a force vector which rotates with the tire.It is believed that the relationship between wheel/tire assembly radialand tractive force variations caused by factors other than mountingoffset used in this example is similar.

[0058] Turning to FIG. 6, there is shown a load roller 91 suitablydisposed adjacent wheel/tire assembly 17 so that it may be forced intoengagement with the tire so as to measure loaded runout of the assembly.More specifically, load roller 91 is carried on a shaft 92 suitablyjournaled on an L-shaped arm 93 (only the lower limb of which is clearlyvisible in FIG. 7) designed to pivot about the axis of a shaft 94. CPU51 causes the arm to pivot to place load roller into engagement with thetire by actuating an air cylinder 95 or an air bag actuator. Airpressure to cylinder 95 can be variably adjusted by CPU control. Airpressure feedback is provided by a sensor 102 such as those sold underthe trade designation MPX 5700D by Motorola Inc. The feedback enablesprecise load roller forces to be generated and provides a unique safetyfeature in that the CPU can detect pressure problems and remove airpressure if needed. Rotation of shaft 94 (specifically rotation of amagnet 94A mounted on shaft 94) is sensed by a sensor 96 such as aHall-effect sensor such as those sold under the trade designation 3506,3507 or 3508 by Allegro Microsystems Inc. and the amount of rotation issignaled to the CPU.

[0059] By applying a known force to the tire with the load roller andwatching the output of sensor 96, the CPU can determine the loadedrunout of the wheel/tire assembly. Specifically, CPU 51 uses the outputof sensor 96 to measure the runout of wheel/tire assembly 17 under thepredetermined load. To determine imbalance weight amounts which arerequired to counteract the forces due to runout of the wheel, the CPUalso needs tire stiffness information. Stiffness information can bedownloaded directly from another measuring device such as a shock tester(not shown), or can be manually input using the manual input device 29,or can be recalled from a stored database. Alternatively, the CPU candetermine tire stiffness directly by sequentially applying at least twodifferent loads to load roller 91 and measuring the change indeflection. The amount of additional correction weight needed tocounteract the forces due to the loaded runout is found by the followingformula: $\text{correction~~mass} = \frac{\begin{matrix}{\text{loaded~~runout~~first~~harmonic}*\text{tire~~stiffness}*} \\\text{\%~~radial~~force~~to~~counteract}\end{matrix}}{\begin{matrix}{\text{(radius~~to~~place~~correction~~weight)}*} \\\text{(rotational~~speed)}^{2}\end{matrix}}$

[0060] With the additional mechanisms of FIG. 6, it is possible tofurther improve the balancing of the wheel/tire assembly. For example,by manually inputting the load range of the tire under test, theoperator can cause CPU 51 to adjust the force on load roller 91 to avalue which will make the loaded runout measurement most closely agreewith the vibration of the wheel when it is mounted on the vehicle.Moreover, the speed at which the vibration is to be minimized may alsobe inputted to CPU 51 so that imbalance correction may be optimized forthis parameter as well. Generally, that speed would be selected to be ator slightly above the wheel hop resonant frequency. This speed alsoshould be close enough to the maximum operating speed to preventexcessive correction at the maximum speed. The amount of this correctionalso should have a maximum limit of 0.5 oz.

[0061] In addition, CPU 51 is preferably connected to suitable sensors88 and 97 for measuring the axial and radial runout of the inside andoutside rims of assembly 17 at the bead seats. Various sensors suitablefor the task are known. These outputs are radial and axial rim runoutsignals. The first harmonic of radial rim runout (both angle andmagnitude) is determined by CPU 51 using a suitable procedure such asdigital filtering or discrete Fourier transform (DFT). The same processcan be performed to determine axial runout for each rim. With both tireand rim roundness measurements, CPU 51 is able to compare the measuredvalues with stored rim and tire runout specifications. When thosespecifications are not met, it is a simple calculation to determine aremounted orientation of the tire on the rim, which minimizes the totalloaded runout. CPU 51 causes the display of such an orientation ondisplay 25, along with the residual loaded runout which would remainafter remounting. Alternatively, this information may be used tocalculate the positions and amounts of required tire grinding to correctthe loaded runout.

[0062] Since the present motor control circuitry is capable of rotatingthe balancer shaft at any speed, it may, if desired, slowly rotate thewheel/tire assembly while the various runout measurements are beingtaken. If desired, such measurements may be taken over two or morerevolutions of the wheel/tire assembly, and the results averaged. Ifmeasurements over different revolutions differ by more than a presetamount, CPU 51 is preferably programmed to take additional measurements.

[0063] Since the angular position of the wheel/tire assembly is directlycontrollable with the motor control circuitry of the present invention,after the minimized loaded runout position is calculated, CPU 51 maycause the assembly to slowly rotate to that position (putting thatposition on the tire at a predetermined position such as twelve o'clock,for example) and then hold that position. If a tire bead breaker isintegrated with the balancer, motor M can index the rim while the tireis held stationary by the bead breaker, eliminating many steps ofcurrent matching procedures involving a separate tire changer.

[0064] Instead of measuring deflection of the load roller 91 asdescribed above, alternatively CPU 51 can use the balancer forcetransducers 19 and 21 to measure the load applied by a rigidly mountedroller. Roller 91 can be rigidly mounted, for example, by loading itwith a desired force from an air cylinder and then locking it into placewith a pawl or using an electric motor with lead screw and nut. Thismeasurement (known as radial force variation) can be used to determinewhat correction weights are needed to cancel out the vibrations due tothis wheel assembly non-uniformity. Note that tire stiffness is notrequired to find the correction weights needed to counteract the wheel'sradial force variation. Using this system, the$\text{correcton~~mass} = \frac{\text{first~~harmonic~~of~~radial~~force~~variation}}{\begin{matrix}{\text{(radius~~to~~place~~correction weight)}*} \\\text{(rotational~~speed)}^{2}\end{matrix}}$

[0065] If there is a difference in effective diameters in two wheelsmounted on the front of a front wheel drive vehicle, there will be atendency for the vehicle to steer away from a straight line when drivenon a flat road. The effective diameter of a wheel/tire assembly is thedistance a vehicle will advance in a straight line on a flat road whenthe wheel/tire assembly rotates exactly one revolution, divided by thevalue of π. Differences in effective diameter as small as 0.013 incheshave caused noticeable steering problems. The output of sensor 96 showin FIG. 7, which measures the rotational position of the load rollerarm, can be used to determine a value related to the effective diameterof the wheel/tire assembly. An alternate method to determine theeffective diameter is by measuring the ratio of the angular rotation ofthe load roller and the angular rotation of the wheel/tire assembly andthen multiplying this ratio times the diameter of the load roller.Displaying a message to the operator pertaining to effective diameters(or differences in diameters) of the wheel/tire assemblies and to storedspecifications is useful.

[0066] Different vehicles are sensitive to non-uniformity in wheel/tireassemblies at different levels. For example, a medium duty truck with afirst harmonic radial force variation of 50 lb. will not be likely toreceive ride quality complaints while the same value of first harmonicradial force variation on a small automobile is very likely to producean objectionable ride. By providing means for the operator to input thevehicle model or the class of vehicle on which the wheel/tire assemblyis to be mounted, and by having stored uniformity specificationscontained in the balancer's control circuit, it is possible for thebalancer to compare the measured wheel/tire assembly's uniformityparameters to the specifications and send a message to the operator whenthe wheel/tire assembly is outside of specification. A very completelisting of hundreds of vehicle models and optional equipment packagescould be used, or a very simple class system with as few as two classes(such as car vs. truck) could be used to apply stored specifications.The use of these specifications can help the operator spend time whereit is useful and avoid wasting time and effort when the specificationsshow that a large value of a uniformity parameter is acceptable.

[0067] After measurements and computations have been made to determinethe values of various uniformity parameters, this information can bedisplayed to the operator.

[0068] Immediately after a tire is mounted to a rim, the tire bead isnot always firmly located against the rim bead seat. This can result inerrors in imbalance measurements. An important benefit of the loadroller is that it strains the tire and causes the tire bead to seatfirmly before balancing. Additionally, the load roller provides abreak-in of the tire carcass (reducing or eliminating non-uniformitiesdue to initial construction of the tire or from the tire being deformedduring shipping and storage).

[0069] Although automatic movement to a calculated rotational positionis described above in connection with loaded runout, it should beunderstood that the present balancer is capable of such automaticmovement to any calculated position, such as correction weightapplication points other than the standard 12:00 o'clock position. Forexample, to mount an adhesive backed weight, the CPU causes the motor torotate the wheel/tire assembly so that the correction weight positionmatches the 6:00 position so that the operator can more easily apply theweight. The particular type of weight(s) being used are manually inputusing device 29 so that the CPU can perform the proper calculation ofcorrection weight position. In addition, a desired wheel/tire assemblyrotational position may be manually requested by manual input device 29.Alternatively, an operator may manually move the wheel/tire assemblyfrom one position at which the motor is holding the assembly to another.CPU 51 is programmed to cease holding at any given position once anangular force greater than a predetermined threshold force is applied tothe assembly, such as by the operator pushing the tire. The magnitude ofsuch a force is sensed indirectly by the CPU 51 by examining the amountof current required to overcome the applied force and hold thewheel/tire assembly in place. Once the manual movement of the assemblystops, CPU 51 controls motor M to rotate the wheel to the other balanceplane weight location and hold the assembly in the new position.

[0070] CPU 51 also controls the torque applied by the motor indirectly.The EEPROM has stored the current vs. torque characteristics of themotor M and uses those characteristics to determine the actual torqueapplied. This actual torque is compared to the desired torque for anyparticular application, several of which are described below. A simpleexample is the application of relatively low torque at the start of thespin, which prevents jerking of the wheel by the balancer, followed byrelatively higher torque to accelerate the tire to measurement speed asquickly as possible.

[0071] Slow rotation of the wheel/tire assembly is useful in severalsituations. For example, in measuring rim runout (whether loaded orunloaded) CPU 51 can rotate the assembly 17 at a controlled slow speed(1 Hz or so). This frees both of the operator's hands so that left andright rim runout may be measured simultaneously. Slow rotation is alsouseful in tightening wing nut 101 (FIG. 2) onto shaft 13. In this modeof operation CPU 51 causes the shaft to rotate at about 2 Hz while theoperator holds wing nut 101 in place. This provides a quick spin-on ofthe wing nut. Rotation continues until the current draw indicatesresistance against further movement. Alternatively, the CPU may examinethe current vs. torque characteristics of the motor to allow theoperator to continue tightening the wing nut until a desired presettorque is reached. In yet another mode, the shaft rotates at an evenslower speed (½ Hz or so) while the operator tightens the wing nut. Thisallows the wheel to “roll” up the cone taper, instead of being shovedsideways up the taper, resulting in better wheel centering on the cone.

[0072] Although the present motor control is capable of very slowrotation and fast rotation for measurement, intermediate speeds forimbalance measurement are also achievable and useful. For example, alarge tire (as measured by sensor 96 or as indicated by a manual inputfrom device 29) may be rotated at a speed which is somewhat slower thanthat used for smaller tires. This shortens total cycle time and alsoallows the rotary inertia of big tires to be kept below predefinedsafety limits (which feature is especially useful with low speedbalancing with no wheel cover). Similarly, a tire with a large imbalancemay be tested at a slower speed than usual to keep the outputs ofsensors 19 and 21 within measurable range. This prevents analog clippingof the sensor signals and permits accurate imbalance measurements to betaken under extreme imbalance conditions. In addition, large tires maybe rotated at a slower rotary speed than smaller tires to achieve thesame linear speed (MPH) for those operators who desire to test wheelimbalance at speeds corresponding as much as possible to highway speedsor a “problem” speed.

[0073] Since the speed of rotation can be accurately controlled with thepresent invention, it is desirable to perform a calibration run on thebalancer in which the balancer is automatically sequenced through amultitude of speeds. If balancer resonant vibrations are detected by CPU51 at any of those speeds, CPU 51 stores those resonant speeds in memoryand avoids those resonant speeds in subsequent measurement operations ona wheel/tire assembly. The magnitude of signal from an imbalance forcesensor normally increases nearly proportionally to the square of therotational speed. The angular relationship of the signal to the balancerspindle normally does not change significantly with rotational speed.Any deviation from this signal/frequency relationship can be detected asa resonance.

[0074] In a similar manner, the balancer can detect that an imbalancemeasurement of a wheel is invalid by comparing each revolution's sensorreading and if the magnitude or angle changes beyond preset limits thenthe measurement is considered “bad” and the CPU changes the speed ofrotation until a good reading can be obtained.

[0075] Inasmuch as the present invention permits the wheel/tire assemblyto be rotated in either direction, the present balancer may be used torotate in either direction, as selected by the operator. In addition, ifdesired, the assembly may be rotated in a first direction formeasurement of imbalance and in the opposite direction during the checkspin after correction weight(s) are applied.

[0076] The motor control drive is illustrated in more detail in FIG. 7.The drive circuit has four drive transistors Q1, Q2, Q3 and Q4 connectedas shown to provide direct current to the windings W of motor Mselectively with each polarity. Specifically, transistor Q1 is connectedto supply current from a 390 VDC source to one side of the windings ofthe motor. When current is supplied through transistor Q1 to thewindings, the circuit is completed through the windings and transistorQ4 to ground. This causes motor M to drive the balancer shaft in a firstrotational direction. When rotation in the opposite direction isrequired, transistors Q1 and Q4 are rendered non-conductive andtransistors Q2 and Q3 conduct. This causes current from the 390 VDCsource to flow through Q3 and through windings W in the oppositedirection. The circuit is completed through transistor Q2 to ground.This causes rotation of the balancer shaft in the opposite direction.

[0077] It is preferred that transistors Q1-Q4 be insulated gate bipolartransistors (IGBTs) such as those sold by International Rectifier underthe trade designation IRGPC40 KD2. Other similar transistors, ortransistors having similar characteristics such as MOSFETS, could alsobe used.

[0078] The control signals for transistors Q1-Q4 comes from the gate andemitter outputs of corresponding gate and emitter outputs of driverchips U1-U4, which are preferably Fuji EXB-840 type hybrid circuits. Theoutputs of chips U1 and U2 are always complementary, as are those of U3and U4, so as to energize the drive transistors Q1-Q4 as describedabove. This is accomplished through common drive signals PHASE1 andPHASE2 applied to the driver chips. These drive signals are generated bya PWM generator U5 under the control of the CPU 23, which therebycontrols the direction of current through motor M (and hence thedirection of rotation of the shaft), as described above. Each driver hasits own power source derived from square wave signals DRV1 and DRV2applied to corresponding transformers T1-T4 associated with each driverchip.

[0079] Referring to the bottom portion of FIG. 7, it can be seen thatthe motor winding current in every case flows through a sensing resistorR1 or a sensing resistor R3. This current is supplied to a comparatorand filtering circuit 65 composed of four op amps U11 configured withpassive devices to provide warning signals when the current throughresistor R1 exceeds a preset amount (such as 8 amps). When a warningsignal occurs, the drive signals (labeled Phase1 and Phase2) all go low,thereby shutting off the flow of current through the motor windings. ThePWM generator also receives a TORQUE-A signal and a SHUT DOWN signal,both of which are described below. More specifically, the TORQUE-Asignal and a signal representing motor current are supplied to an op-ampnetwork 66 whose output is supplied to the PWM generator. During normaloperation, the output of network 66 controls the duty cycle of PWMgenerator U5 as commanded by the CPU 23 to control operation of themotor as described above. The SHUT DOWN signal is used to shut down themotor during an abnormal situation.

[0080] The SHUT DOWN signal is generated in the circuitry of FIG. 7A.FIG. 7A shows a plug J2 attached to the CPU 23 (the CPU is not shown inFIG. 7A) which supplies the desired torque information, and the watchdogand enable pulses, from the CPU to the circuitry of FIG. 7A. The plugalso passes back to the CPU a fault signal. The desired torque watchdogand enable signals are passed through optical isolators OP1-OP3 to theremaining circuitry. In similar fashion, the fault signal is opticallyisolated by unit OP4.

[0081] The desired torque signal is converted by a circuit 78 to analogform, with the corresponding analog signal being labeled TORQUE. Thedesired torque signal is also supplied to a multivibrator circuit 80,whose output is an indication of whether or not the desired torquesignal is being received from the CPU. This is ORed with other signals,and supplied through an inverter 82 to a flip-flop 84, whose output isthe SHUT DOWN output. The enable signal is supplied directly fromisolator OP2 to the enable pin of flip-flop 84, so that when the enablesignal from the CPU is missing, the SHUT DOWN signal is active.

[0082] The watchdog signal is supplied to a multivibrator circuit 86,whose output is also supplied through the inverter 82 to flip-flop 84.The final ORed input to the flip-flop is an OVERSPEED signal, describedbelow. As can be seen, when any of the control signals indicate aproblem, the SHUT DOWN signal represents that fact. This signal issupplied directly to the PWM generator U5 (FIG. 7) to shut down themotor.

[0083] Turning to FIG. 8, there is shown an alternative circuit forproviding a dynamic braking function. Specifically, if power is removedfrom balancer 11 during operation, the de motor M functions as agenerator so long as the wheel/tire assembly continues rotating. Thiskeeps the dc bus alive during the dynamic braking process. The brakingcircuit includes a 33 ohm, 50 watt resistor R15 connected between the390-volt source and a transistor Q9. When the transistor conducts,resistor R15 serves to dissipate the energy in the rotating motor,bringing it to a halt. Transistor Q9 conducts when the back emf of themotor rises above a threshold. This can occur during two situations:normal motor deceleration and power loss. The motor is normallydecelerated by applying a reverse torque to the motor using the H-bridgedescribed above. This causes the back emf to rise. During deceleration,the transistor Q9 is pulsed to keep the bus at a nominal level duringreverse torque braking. During power loss, the transistor is heldfull-on, thereby providing electric braking.

[0084]FIG. 9 illustrates a hardware safety interlock circuit of thepresent invention. In this circuit, various signals (such as hood opensignals, and rotation rate signals (labeled CHA and CHB)) are suppliedto an independent 8051-type processor U21. When the encoder signalrepresent a rotational speed above a preset limit (such as 20 to 30 rpm)and the hood is open, chip U21 provides an overspeed signal through anopto-coupler OPT11 and a transistor Q21 to the connection labeledOVERSPEED on FIG. 9. This, as described above, is used to shut down themotor by controlling the operation of PVM generator U5.

[0085] Similarly, when the inputs indicate an excessive torque situation(e.g., over 2-3 ft-lbs.) when the hood is open, chip U21 signals thiscondition through an opto-coupler OPT13 which controls the output of a4053-type 1-of-2 switch U23. Switch U23 also provides the regular“Torque” signal (described above in connection with FIG. 7A) to the restof the control circuitry when the hood is down. When the hood is up,switch U23 connects the TORQUE input to a ⅓ voltage divider, whichthereupon supplies a signal through a voltage follower to the TORQUE-Aoutput, which is supplied (FIG. 7) to the drive circuit to limit thetorque to a preset amount (2-3 ft-lbs.). When the hood is down, theTORQUE input is supplied directly through the voltage follower.

[0086] Turning to FIG. 10, there is shown an improved display 25B of thepresent invention. As described above, the present balancer can acquirethe loaded runout, axial runouts and radial runouts of the wheel/tireassembly. These are displayed in connection a three-dimensionalrepresentation of the wheel/tire assembly. Specifically, the display ofFIG. 10 represents an example of the runout display after the spin hasdetermined loaded runout and after the runout arms 88 and 97 have beenused and retracted. The CPU translates the runouts and force variationsobtained at the devices' particular contact points to 12:00 positionrunouts, and displays the acquired runouts with respect to theinstantaneous position of the main shaft encoder as if the user hadtaken the time and expense to place runout gauges on the physical wheel.

[0087] The display of FIG. 10 shows the total indicated readings ofrunout (by means of the numerals on the displayed needle gauges 111,113, 115, 117), any bad total readings (by highlighting thecorresponding numerals in a contrasting color), and the graphical rangeof the runout readings (by providing a lighter colored pie section ineach needle gauge representation corresponding to the measured variationin runout). This latter feature allows the user to tell at a glance thetotal travel the needle of each gauge would have without rotating thewheel at all. It is preferred that the gauge representations have green,yellow and red color bands, which are automatically scaled per thesensitivity of that particular reading for that particular type ofvehicle.

[0088] Note that the display includes bumps on the rim and tire. Theserepresent the relative magnitudes and locations of the measured runouts.These features move around the axis of the displayed wheel as the actualwheel is moved. The display also includes a representation 121 of theposition of the valve stem on the display. This position is acquired bythe system via encoder 15. For example, the user can be instructed tostart the measurements with the rotational position of the valve stem atthe 12:00 o'clock position.

[0089] In the display of FIG. 10, the loaded runout “high spot” isnearly opposite the rim high spots, as can be seen readily from thedisplay. This means that matching of the tire to the rim by removing thetire and repositioning it could greatly reduce or even eliminate totalrunout. The system is programmed to respond to the “Show afterOptimized” switch 125 to illustrate the various runouts that wouldresult if this matching were performed, thereby informing the user ifthe procedure would be worthwhile.

[0090] The various key displays on FIG. 10 (Show After Optimized key125, Exit key 127, Measure Rim Runouts 129, and Show Before Optimizedkey 131) can be replaced by the key displays shown in FIG. 10A to allowthe user to request additional functions as indicated by those displays.The show T.I.R. Readings (total indicated readings) is the default.Alternatively, live readings as obtained from the data acquisitionsystem may be displayed, as may be the tolerance values for the totalindicated readings for the measurement for the selected vehicle. TheRotate to Next Position key can be used to signal the motor to positionand hold the wheel/tire assembly at the various high spots for thepurpose of applying indicator marks to the assembly.

[0091] If sensor 88 or 97 is pulled away from its home position whilethe runout screen of FIG. 10 is displayed, the balancer turns thatsensor into a virtual dial indicator. By placing the sensor against therim, a key (not shown) can be pressed to zero the corresponding gaugedisplay, just like a real dial indicator. Then, as the wheel/tireassembly is turned, the gauge display shows the runout as it ismeasured, just like a real dial indicator.

[0092] Turning to FIG. 11, there is shown a display of the presentbalancer which allows the user/operator to manually set the desiredspeed at which the balancing is to occur. This feature is useful, forexample, when the vehicle owner complains of a vibration at a particularspeed, such as 30 mph. To test the balance of the wheel/tire assembly at30 mph, the operator presses soft key 141, labeled “Velocity Mode”,which causes the display of the simulation of a vehicle dashboard 143 asshown in FIG. 11. The operator can use a soft key 145 to select eitherthe linear speed (e.g., the complained of 30 mph) or the actualrotational speed in revolutions per minute by toggling key 145. Softkeys 147, 149 can then be used to set the linear speed or rpm asdesired. As the selected speed is changed, the dashboard display changesaccordingly. Once the desired speed is reached on the display, theoperator uses another soft key (not shown) to initiate the actualbalancing procedure. As the balancer starts accelerating the wheel/tireassembly, preferably the dashboard display shows the correspondingvehicle speed, so that the operator (and customer) can verify that thebalance is tested at the desired speed.

[0093] In the event the operator selects a linear speed, the CPU 23converts the selected linear speed to the corresponding revolutions perminute for that particular wheel/tire assembly. Whether linear speed orrpm is selected, CPU 23 is responsive thereto to cause the motor torotate the wheel/tire assembly at the desired speed. In this way, theoperator can input a desired speed and balancer tests the wheel/tireassembly at that speed.

[0094] A knob 159 is disposed adjacent display 25. Knob 159 is used toenter a desired force to be applied to the wheel/tire assembly by loadroller 91 during the balancing procedure. For example, the operator maywish to test the wheel/tire assembly under normal operating conditions,which would involve applying a force which corresponds to the weightnormally applied to that particular wheel for that particular vehicle.To do this the knob is turned as needed to change the numerals 161displayed adjacent knob 159 until they reach the desired value.Alternatively, if the vehicle type has already been entered into thesystem, the CPU 23 can preset the load to be applied once the axle onwhich the wheel/tire assembly is to be mounted is identified.

[0095] In view of the above, it will be seen that all the objects andfeatures of the present invention are achieved, and other advantageousresults obtained. The description of the invention contained herein isillustrative only, and is not intended in a limiting sense.

We claim:
 1. An improved wheel balancer of the type in which awheel/tire assembly is mounted on a shaft with a nut during balancingoperations, wherein the improvement comprises: a motor operativelyconnected to the shaft for rotating the shaft and thereby rotating thewheel/tire assembly; a manual input for requesting a wheel/tire assemblymounting mode; and a control circuit for controlling an application ofpower to said motor in response to said requested mounting mode, whereinsaid application of power causes said motor to rotate at a speed formounting the wheel/tire assembly on the shaft.
 2. The improved wheelbalancer as set forth in claim 1 wherein said control circuit isresponsive to said mounting mode request to rotate the shaft untilincreased resistance to rotation occurs.
 3. The improved wheel balanceras set forth in claim 2 wherein said control circuit removes saidapplication of power to said motor upon an occurrence of increasedresistance to rotation.
 4. The improved wheel balancer as set forth inclaim 3 wherein said increased resistance to rotation is sensed by arotation sensor sensing rotational speed of the shaft and decreasingrotational speed is an indication of increased resistance.
 5. Theimproved wheel balancer as set forth in claim 1 wherein said controlcircuit in said mounting mode holds the shaft stationary until the nutis tightened to a predetermined torque.
 6. The improved wheel balanceras set forth in claim 1 wherein said control circuit senses torque, saidcontrol circuit being responsive to a sensed predetermined torque toremove said application of power to said motor.
 7. The improved wheelbalancer as set forth in claim 1 wherein said control circuit causessaid motor to rotate the shaft below approximately two Hz.
 8. The wheelbalancer as set forth in claim 1 wherein said control circuitselectively controls said application of power to said motor to rotatethe wheel/tire assembly at a plurality of sustained speeds.
 9. Animproved wheel balancer of the type in which imbalance force sensors areoperatively connected to a shaft for balancing operations, wherein thebalancing operations are performed when a wheel/tire assembly is mountedon the shaft and a motor rotates the shaft with the mounted wheel/tireassembly, wherein the improvement comprises: a manual input forrequesting a wheel/tire assembly mounting mode; and a control circuitfor controlling an application of power to the motor in response to saidwheel/tire assembly mounting mode, wherein said application of powercauses the motor to rotate at a speed for mounting the wheel/tireassembly on the shaft.
 10. The improved wheel balancer as set forth inclaim 9 wherein said control circuit is responsive to said mounting moderequest to rotate the shaft until increased resistance to rotationoccurs.
 11. The improved wheel balancer as set forth in claim 9 whereinsaid control circuit in the mounting mode holds the shaft stationaryuntil the nut is tightened to a predetermined torque.
 12. The improvedwheel balancer as set forth in claim 9 wherein said control circuitsenses torque, said control circuit being responsive to a sensedpredetermined torque to remove said application of power to the motor.13. The improved wheel balancer as set forth in claim 9 wherein saidcontrol circuit causes the motor to rotate the shaft below approximatelytwo Hz.
 14. The wheel balancer as set forth in claim 9 wherein saidcontrol circuit selectively controls said application of power to themotor to rotate the wheel/tire assembly at a plurality of sustainedspeeds.
 15. A method of mounting a wheel/tire assembly on a shaft of awheel balancer, comprising the steps of: rotating the shaft by a motorunder control of a control circuit; and threading a nut on the shaftwhile the shaft is being rotated at a speed for mounting the wheel/tireassembly on the shaft.
 16. The method of mounting as set forth in claim15 wherein said threading step further comprises the steps of: placing awing nut on a threaded portion of the shaft; and holding said wing nutas the shaft rotates.
 17. The method of mounting as set forth in claim15 further comprising the steps of: measuring an increase in resistanceto rotation; responding to said increase resistance according to saidcontrol circuit; and removing power from said motor in response to saidmeasured increase in resistance.
 18. The method of mounting as set forthin claim 15 further comprising the step of selecting a mounting mode ofoperation for said control circuit.
 19. A wheel balancer comprising: ashaft adapted for receiving a wheel/tire assembly; a rotation sensor formeasuring a rotation of said shaft; at least two imbalance force sensorsoperatively connected to said shaft; a motor operatively connected tosaid shaft for rotating said shaft; a manual input for requesting awheel/tire assembly mounting mode; and a control circuit for controllingand application of power to the motor to rotate the wheel/tire assemblyin response to said requested mounting mode.
 20. The wheel balancer asset forth in claim 19 wherein said shaft further comprises alongitudinal axis and wherein said motor rotates said shaft about saidlongitudinal axis and thereby rotates said wheel/tire assembly andwherein said rotation about said longitudinal axis is measured by saidrotation sensor.
 21. The wheel balancer as set forth in claim 19 whereinsaid control circuit causes said motor to rotate the shaft belowapproximately two Hz.
 22. A wheel balancer comprising: a shaft; a motoroperatively connected to said shaft; a manual input; and a controlcircuit for controlling an application of power to the motor andresponsive to said manual input for rotating said shaft at a slow speed,wherein said slow speed is less than a maximum speed.
 23. The wheelbalancer as set forth in claim 22 wherein said slow speed is selectedfrom the group consisting of approximately one-half Hz, approximatelyone Hz, and approximately two Hz.
 24. The wheel balancer as set forth inclaim 22 wherein said slow speed is below approximately two Hz.
 25. Thewheel balancer as set forth in claim 22 further comprising a pluralityof slow speeds less than said maximum speed, wherein said manual inputdefines said slow speed from said plurality of slow speeds.